Top left you can see the plane, on the right side you can see engine power, thrust, etc, and that the P-51D-30 right from take off just has more power and thrust.
Here’s the same data but on a climb at ~300 km/h at 500 meters.
Again, same thing, P-51D-30 has more power and thrust. You can even see the climb rate is higher (Vy value on the right), since because the P-51D-30 has so much more thrust, it can maintain a 300 km/h speed at a higher angle (the aviahorizon_pitch value on the left side).
Edit: And to prove the P-51D-30 is lighter, here’s FM tool data which you have to change your in game config file to have access which shows the exact weight of your plane when you go into test drive.
Both planes with default belts and minimum (30%) fuel.
What if instead of playing this like an FPS game, you try guiding the instructor with keyboard inputs? You’re not just aiming a gun, you’re steering an entire airplane through great resistant forces.
Funnily enough, I was doing some testing in WRTRI tonight. I did the P-51D-10, P-51D-20, P-51D-30, F4U-4, F8F-1, Bf-109 F-4, Fw-190 D-13, A7M1, and Yak-3. In my case, I started the climb at ~300 kph using the MEC settings outlined in the performance thread. I tweaked climb angle/speed in real time according to SEP - trying to keep it in the sweet spot. I leveled with the goal of hitting 300 kph @ 4500 meters - this was set based on the P-51D-20 because when I climbed straight in on Berlin that was roughly mid map.
Of the D series Mustangs, the D-30 is clearly the most powerful and best climbing.
That plot is the D-10, D-20, and D-30. I could pop off into higher altitudes if desired… but I’m pretty sure there’s already a website with this info on it. My time to climb to 4500 meters was 210 seconds for the D-30 compared to 242 seconds for the D-20. It’s not a small difference. The D-30 is roughly comparable to the Fw-190 D-13 in this test… (207 seconds).
@Pangolin_Fan - The D-10 is still a Mustang. If they’re not your thing, this one won’t change your mind. It is certainly more capable with the upgraded engine - but the air frame is still the D-5 air frame. It’s still sluggish at low speed and doesn’t retain energy well. The engine helps avoid both issues, but it’s not magic by itself ;-).
ETA: if you’re wondering about why the chart loops back on itself, it’s because I accelerated to 400 kph and then began a 20 degree dive to 2500 meters. The D-30 needed 27 seconds, the D-20 needed 34 seconds. That’s a meaningful difference in acceleration when you’re trying to keep your plane out of someone’s guns (they ended at 725 kph and 721 kph IAS respectively).
Or just artificially enhance rudder authority at higher speeds like it already is for the Cannonstang, British Cannonstang, and A-36. Or like several other planes which once had rudder bricking in their FM but later had it removed.
I suppose I can run a couple more climb tests today for OP ;-). It’s weirdly satisfying/calming. I will stick with SI units, of course…
@The_Omen17 - climbing at 165 mph is WAY below maximum SEP for the Mustang, i.e. it’s not optimal. That’s ~ 265 kph… and maximum SEP is above 300 kph. If you wanted a “set and forget” climb speed, around 200 mph would be a better choice. You could even do 180-185.
Your preference for the D-5/D-10 air frame over the D-20/D-30 air frame is a subjective one…
ETA: Tested the D-10 and D-30 to 6000 m for you (as near Angels 20 as makes no difference). The time to climb for the D-30 is 297 seconds, the D-10 is 314 seconds. Similar engine performance, so the 17 second difference isn’t huge… but notably larger than the 10 seconds you observed (and much faster overall). Of possible interest, the power between the two is approximately equal at ~5675m and between 1400 m and 2850 m.
My testing didn’t detect any notable differences in drag/retained air speed when executing a max value (hold the “s” key) turn from 500 kph at 6000 m. It did take a LONG time to reach 500 kph (hit the map border long). The turn radius was similarly indistinguishable between the two. However, turn rate does subtly favor the D-30.
It’s fair to say that the D-30 climbs a little better, accelerates a little faster, and turns a little faster than the D-10. You may be right that the performance doesn’t merit a full .7 BR bump… though that likely argues in favor of moving the D-10 up versus the D-30 down.
On the bright side, I tried to get the F4U-4 as slow as the Mustangs… you can see it held on to just a little bit more speed… for roughly the same rate once thing got slow. If you’re slow, you better get those flaps out!
I have that thing and absolutely despise it. If you use it correctly, it’s porbably good tho. Just because something doesn’t fit your playstyle doesn’t mean its garbage for everyone. For US air, I just use the bearcat (f8f-1)
Per my own experience and also statshark’s display - both with and without “instructor mode”, the F4U-4 wins in turn rate across the board whether at high or low speeds (although I suppose control surface stiffening may make a difference not represented here?)
Tested with mouse and keyboard at 6000 meters from 500 kph. Nothing complex - smash the “s” key and see what it does. WEP was used for all aircraft. That’s at 97 pitch, 100/50 rads on the Corsair and 100 pitch, 80/80 rads on the Mustangs.
Instructor problem? Mouse and keyboard problem? Maybe. Of course, testing should be repeatable, so I am happy to check it out again and report back.
ETA - 2nd test. Same results. I added flaps at the end, and did a 2nd run at 3000 meters (and with a lot more speed).
I could do the Mustang again to see if relative performance changes. However, if mouse/keyboard and instructor are an issue, I could also test for that. I cannot get my HOTAS setup to where it’s functional for combat (at all), but a test flight should be doable.
ETA2: I did the D-10 again. Consistent results at 6000 m AND maintained roughly the same advantage at 3000 m… until the flaps come out.
